Railway car



Feb. 5, 19249 1,482,814

H. W. SANFORD ET AL RAILWAY CAR 2 Sheets-Sheet 1 Filed May 10,, 1921 Feh a W240 H. w. sANFRn ET- AL RA ILWAY CAR Filed May 10 1921 2 Sheets-Sheet 2 Patented Feb. 5, 1924. I

entree STATES PATENT OFFICE.

HUGH W. SANFORD AND GEORGE E. JONES, JR., OF KNOXVILLE, TENNESSEE, AS- SIGNORS TO SANFORD-DAY IRON WORKS, OF KNOXVILLE, TENNESSEE, A COR- PORATION OF TENNESSEE.

RAILWAY CAR.

Application filed May 10, 1921. Serial No. 468,254.

-10, of Fig. 9, looking in the direction of To all whom it may concern:

Be it known that we, HUGH SANFORD and GEORGE E. JoNns, Jr., citizens of the United States, residing at Knoxville, in the 5 county of Knox and State of Tennessee, have invented a new and useful Improve, ment in Railway Cars, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to an end sill and draw bar construction for a car adapted particularly for mining purposes, and the object of theinvention is to provide an integral casting which extends entirely across theend of the car to form an end sill, to receive a draw bar, to form a bumper, and to provide an effectual means for connection with the usual longitudinal sills,- thereby stifi'ening and preventing the frame from twisting out of its rectangular shape and giving extreme rigidity to the construction.

. The invention relates to a structure of this kind which will be hereinafter more particlarly described and then definitely claimed. 4

In the accompanying drawings,

i Fig. 1- is a plan of a structure embodylng my improvement;

Fig. 2 is a plan of the same structure, the draw bar having been removed;

Fig. 2 is a detail vie-w showing the connection between the end casting and the side sillsi Fig. 3 is an upright section on the line, 3-3, of Fig. 2, looking in the direction of the arrow;

' Fig. 4; is a plan of the draw bar removed from the end sill;

Fig. 5 is an upright section onthe line, 55, of Fig; 4;

Fig. 6 is a horizontal section through the draw bar and the adjacent part of the end sill;

Fig. 7 is an upright section on the line, 7-7, of Fig. 6, looking in the direction of the arrow;

Fig. 8 is a rear elevation, looking at the structure of Fig. 6 from the left;

Fig. .9 is a view similar to Fig. 6, but showing two springs associated with the draw bar; I I

Fig. 10 is an upright section on the line,

the arrow;

Fig. 11 is a perspective of the draw bar shownin Fig. 9.

Referring now to Figs. 1 to 7, inclusive, of thedrawings, A represents an end sill having a bumper, A projecting outwardly therefrom, trusses, E, corner stifieners, F,

and gusset stifi'eners, H, and a middle draw I bar socket, all preferably formed of one integral casting.

The aforesaid bumper, A is swelled outwardly as indicated in Figs. 1 and 2 of the drawing, as is customary with bumpers of this class.

The corner stifi'eners, F, which have been described as being part of the integral casting,,are adapted to be secured to the usual longitudinal sills, J, by rivets passing through the holes, F (Fig. 3) the sills, J, being cut away as shown at, J (Fig. 2) to afford space for the gusset stifi'eners, H.

On the middle, longitudinal line of the car the end sill has a socket or chamber to receive the draw bar, B. Said socket has continuous upright side walls, A, which are parallel to'each other. Between said walls is a. floor, A, which is continuous, excepting that it has in its forward part a transverse upright slot, A, which is to receive a key or key-plate, as described further on. Said side walls are also joined by a top wall, A, which is continuous excepting that above the slot, A, it has a corresponding slot, A, and it also has at its middle an opening, A which serves to reduce the quantity of metal.

At the rear end said socket has an upright wall, A, connecting the bottom wall and thetop wall; but the wall, A", does not-meet the side walls. Between the wall, A, and each side wall is an upright slot through which a part of the draw bar may pass. (See Figs. 1, 2 3 and 6.)

The forwar part of the draw bar has an upper coupling member, B and a lower coupling, B between which a coupling link may enter. Said members have upright eyes, B on the same axial line, to receive an ordinary coupling in. The stem of the draw head has upr1giit parallel walls, B, which are continuous. At its rear end, each of said walls has on its inner face an upright rib, B, and near its forward end each of said walls has on its inner face a similar rib, B The upper edges of said walls are joined by a top wall, B". In the forward part of said top wall is an opening, B", which does not extend quite to the side walls. Thedrawings (Figs. 4, 5 and 7) show said opening extendlng only to the ribs, B. At the rear end of said top wall there is. a similar opening, B, which is of the same width as the space between the ribs, E and extends entirely to the end of the stem.

The exterior dimensions of the stem of the draw bar are such as to make said stem fit slidably in the socket of the end sill. The rear ends of the side walls and the parts of the top wall at each side of the opening, B, of the stem may slide between the side walls, A", and the end wall, A", of the end sill. (See Figs. 4, 6 and 8.)

. An abutment plate, 0, extends across the interior of the draw bar stem and normally rests against the flanges, B, of the draw bar and on-the bottom, A, of said socket. Immediately at the rear of the upright ribs, B, is a similar abutment plate, G which normally bears against the rear faces of said ribs and rests on the floor, A, of the socket. Between the plates, C and C is an expanding coil s ring, G which bears against said plates. t the front of the plate, C an upright key late, C extends through the upper slot, of the socket and through the opening, B of the draw bar and through the lower slot, A, of the socket. A cross pin, C extends through said key plate above the upper face ofthe top wall, A, of the socket and rests upon said upper face, whereby saidkey plate is held in position. Said plate forms an abutment resisting the forward movement of the abutment plate C Hence normally the spring, C will press the plate, C, against the rear wall, A, of the socket and press the plate, (1, against the key plate, C the draw bar being brou ht to rest with the front faces of the ribs, even with the front face of the wall, A, and with the rear faces of the ribs, B, even with the rear face of the key plate, C. en rearward pressure is applied to the draw bar, the ribs, B force the plate, C rearward, the spring, (3 being compressed, the plate, 0, resting immovably against the end wall, A, and the parts of the draw bar at each side of the opening, B moving rearward between the wall, A, and the upright walls, A", of the socket.

When forward strain is applied to the draw bar, the ribs, B, carry forward, the spring, C being compressed against the plate, (3, said late resting immovably againstthe key p ate, G, and the ribs, B, moving away from the plate, C

' enever strain applied to the draw bar the plate, C

meagre in either the forward or rearward direction is released, the spring, C again expands until the plates, C and C assume their rest positions, respectively, against the wall, A, and the key plate, C whereby the draw bar is brought to its normal position.

The draw bar may be removed after lifting the key plate out of its position.

In the form illustrated by Figs. 9, 10 and 11, two springs, D and l), are used. The rear end of the draw bar stem has a cross wall, B. The ribs, B, are absent. The key slots, A and A are farther toward the rear'than in Figs. 2 and 3. The opening, B in the top wall of the draw bar is also placed farther rearward. The draw bar stem has a bottom wall. B in which is an opening, B corresponding to the opening, B Theopening, B in one side wall is large enough to ermit the insertion of the springs, D and and the two abutment plates, D which are placed between the springs and are large enough to substantially fill the interior cross section of the stem. The key plate, C ,,is inserted through the slots, A and A and between the abutment plates, D

The rear spring, D bears against the rear wall, B and the rear abutment plate, D The forward spring bears against the forward abutment plate, D and against the front wall of the draw bar.

When rearward pressure is applied to the draw bar, the forward spring is compressed between the forward wall and the forward abutment plate. When forward strain is applied to the draw bar, the rear spring is compressed between the rear abutment plate and the rear wall. Whenever strain applied in either direction is released, the springs restore the parts .to normal position.

All ordinary pushing strains are to be transmitted through the draw bar and the spring, C of Fig. 6 or the spring, I), of Fig. 9, to the end member, A. But under excessive pushing, the inward movement of the draw bar is to be arrested and the strain is to be transmitted directly from the draw bar to the bumper, A For this purpose, shoulders, B, are placed at each side of the draw bar at such dlstance from the bumper, A as to cause engagement between said shoulders and the bumper before complete spring compression has been reached.

Furthermore, when, during violent movement, the draw bar breaks or becomes deranged, the large and substantial bumper, A takes the violent impact.

From the foregoing and the accompanying' drawings it will be seen that we have provided a one-piece steel casting going entirely across the end of the car and forming an end sill and receiving a spring-controlled draw bar, and comprising a substantial bumper, and providing an e'fi'ectual means for connection with the usual longitudinal sills. By this construction the structural steel side sills are rigidly braced against twisting and against end shock as well. This arrangement also provides a stiifened device in the way of a corner angle which is an integral part of the end sill to run back alongside of the structural steel sills and tie the whole construction together in a rigid way against twisting, etc, Not only does the one-piece casting provide the rounded bumper, the truss construction for theend, the socket for the draw bar, but the angle members or stiffeners prevent the frame from twisting out of the rectangular shape and give extreme rigidity to the construction.

We claim as our invention, v

1. In a structure of the kind described, a one-piece casting comprising an end sill extending entirely across the end of the car and having corner stiffeners for connection with the longitudinal sills, a bumper projecting outwardly from said end sill and having trussed members connecting with said sills and also having a draw bar socket opening through the bumper, substantially as described.

2. In a structure of the kinddescribed and in combination with the longitudinal sills, a one-piece casting comprising an end sill extending across the end of the car for connection with the longitudinal sills,

and a key in said slots, substantially as described.

4. In a structure of the kind described, a one-piece casting comprising an end sill, a bumper projecting outwardly therefrom, a

' draw bar socket with key slots, substantially as described.

5. In a structure of the kind described, a one-piece casting comprising an end sill, a bumper projecting outwardly therefrom and having trussed members connecting it with the sill, a draw bar socket with key slots, and corner stiifeners for connection with the longitudinal sills, substantially as described;

In testimony whereof we have signed our names this second day of May, in the year one thousand nine hundred and twenty-one.

HUGH W. SANFORD. GEO. E. JONES, JR. 

